Brake for propeller-shafts.



No. 97,053. Patented Apr. 8, I902.

G. WHI TTLESEY. BRAKE FOR PBOPELLEB SH'AFTS.

(Applialtion filed Dec. 19, 1900. Renewed Jan. 28, 1902.) (N0 Mddel.) 2Shasta-Sheet I.

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WITNESSES: INVENTOR kofye/fz'etiwey.

ATTORNEY Patented Apr. 8, I902. G. WHITTLESEY. BRAKE FOR PBOPELLERSHAFTS.

(Application filed De 19, 1900. Renewed Jan. 28, 1902.)

2 Sheets8heet 2-.

(No Model.)

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WITNESSES ATTORNEY 1- E nonms vzrzns to. woman" UNTTEE STATES PATENTOFFICE.

GEORGE \VHITTLESEY, OF NEIV LONDON, CONNECTICUT.

BRAKE FOR PRQPELLER-SHAFTS.

SFECIFICATION formingpart of Letters Patent No. 697,053, dated April 8,1902. Application filed December 19, 1900. Renewed January 28, 1902.flerial No. 91,648. (No model.)

To all whom, it may concern:

Be it known that I, GEORGE WHITTLEsEY, a

citizen of the United States, residing at New London, New London county,Connecticut, have invented certain new and useful Im-' provements inGovernors for Marine Engines, of which the following is a full, clear,and exact description. I

My invention relates to safety appliances for power-driven vessels, andparticularly to means for preventing the racing of marine engines andthe parts attached thereto.

' The object of my invention is to establish in a power-driven vessel asystem of mechanisms whereby the action of the engine and the propellermay be controlled and made more uniform under the varying conditions ofthe sea in order that many of the discomforts and dangers arising fromthe present inadequate control of the engine and moving parts of thepropelling mechanism may be avoided. For this purpose a float ordiaphragm operable by the variations in pressure occurring at the sideor stern of a vessel in the locality of the propeller, in conjunctionwith the motion of the vessel itself, is provided, which may by itsaction control means for applying a substitutionary resistance to theturning moment of the engines, as will be hereinafter described.

In the drawings, Figure 1 represents a diagrammatic view of mechanismlocated within a vessel, illustrating and embodying my invention. Fig. 2is a projection, partly in section, of a float adapted to control theoperatingmechanism. Fig. 3 is a projection, partly in section, of apower-brake, a convenient method of applying the compensating orsubstituted resistance.

In Fig.1, A is a power-buoy-a piston or float situated near the point ofapplication of the propelling power of the vessel. 13 B arebrakes,controlled as hereinafter shown, adapted to act in connection with themain driving-shaft 0, through which shaft the power of the engine isapplied for the propulsion of the vessel. The propeller is shown in thedrawings as situated near the stern of the vessel, of which E is asection of the stern post or skag. F F F F are steam-valves controlledby the floatAin a convenient manner mechanically by the system of leversII or electrically from the connections J. K K are solenoids or sucking-magnets controlling by well-known methods soft-iron cores which mayoperate the valves F F. J is a sliding electrical contact or switchoperated by the rod on the float A, as this float A varies its position.The valves F are situated conveniently in connection with thesteam-cylinders L, which contain the pistons adapted by means ofsteam-pressure to apply power to the brakes B B,and thereby resistunbalanced turning moments of the engines. The precise method ofapplication of the electrical power and of the method of operation ofthe valve-gear are constructive details which it is not necessary todescribe here. The float A is placed within a tube or cylinder which isin communication with the water, preferably at a point near thepropeller, in order that the pressure upon this float may vary and be inaccordance as near as may be with the pressure to which the pro pelleritself is subjected in actual practice. It is desirable that the outeropening of this tube M should be somewhat protected against the entranceof foreign elements by means of some suitable form of grating. Obviously the point at which this tube is placed in communication with the waterwill be different under the various conditions under which the apparatuswill be called upon to workas, for instance, the application to a vesselhaving twin or triple shafts or one in which the stern is very much cutaway. In some cases in which the lines are uncommon and the propelleritself is even set out at the end of a long tail-shaft, there being nopart of the vessel sufflciently convenient through which the opening inconnection with the tube M might be made, it may be found necessary toplace the float A in a tube independent of the vessel, or ratherprojecting from the under side of the same in the vicinity of thepropeller.

In Fig. 2, A is the float, situated within the tube or cylinder M andcontrolling the electrical connections and the rod-operating meclranisms by means of the sliding rod N, which has suitable guides in thepacking-box at m in the head of the cylinder M and conveniently at mwhich may be independent of the tube M,but stationary in respectthereto. A change in the pressure of the water which is in'communicationwith the float A operates to give the float a movement upward ordownward, which for constructive reasons should be confined withinsuitable limits. This is done by means ,of the check-nuts 'n 72 securelyfas-' tened to the rod N, and yet adapted to be adjustable thereon,which stops may be cushioned, if desired. In practice the pitching androlling of a vessel at sea and in a storm are sometimes so great thatthe blades of the propeller are brought out of water either by theraising ofthe stern or by the falling away of a wave beneath the same.These variations in pressure occurring in the vicinity of the opening ofthe tube M cause movements of the float A which, if uncontrolled, mightbe of a violent and uncertain nature. For its proper control I havesecured to the rod N of the float an arm or disk P, to which areconnected tension-springs p. These springs are adjustable at their pointof connection with the arm Pand are suitably secured at the points P onthe head of the cylinder M. The float A thus being supported orsustained by the dynamic force of the pressure of the water underneathrises and falls as this pressure varies, the springs in conjunction withthe weight of the float A, rod N, and parts tending to balance the sameand cause the piston to be sensitive to these changes of pressure. InView of the fact that a vessel may proceed at various times underdifferent conditions of load, it is advisable that the position of thefloat within the tube may be adjustable. This may be accomplished byhaving an extensible joint in the rod N. For finer adjustments thetension of the springs 19 may be varied by changing the position of thearm P upon the rod N. This float A is provided with suitable packingdevices within the cylinder M. To prevent the occurrence of a vacuum andto make the pressure upon the top of the float A more uniform, I haveprovided a vent R, which affords air communication with the upper partof the cylinder M In Fig.3, 0 shows the cross-section of the mainpropeller-shaft, having fixed upon it a disk or pulley O, to which maybe applied a brake B. B B are brake-shoes secured to the rim of thebrake B in a suitable manner and adapted to withstand the wear to whichthe brake is subjected in practice. In certain cases it may be foundadvisable to use cooling devices in conjunction with these brake-shoes,which may be then constructed in such a manner as to contain tubes forcooling-water. E is a suitable support, which provides what may betermed a fulcrum B for the brake B. Power is applied at aconnection-point B on the brake B from the steam-cylinder L by means ofthe ordinary piston-rod L, cross-head L and connectingrod L This brake,surrounding the pulley or wheel 0 on the shaft C, provides a means ofapplying suitable resistance to the turning moment'of the engine, andits degree will depend, obviously, upon'the diameter of thesteam-cylinder L, upon the steam-pressure in connection therewith, uponthe diameter of the brake, upon its width, and upon various otherconditions, as well as upon the duration of application of the brake.Aplurality of brakes may be employed according to circumstances, and themethod of controlling their valves may be divided as desired between themechanical and the electrical devices. The power to be applied by meansof these brakes may be varied to suit conditions by adjusting the lengthof stroke of the steampiston in the cylinder L, by setting the valve Fproperly, or by other suitable means.

The term float as used in the claims is intended to include a float asshown or any other mechanical equivalent.

When resistance to the rotation of a propeller is decreased by reason ofa lessening of the water pressure against which it acts, a continuedforce of steam-pressure at the engine tends to raise its speedabnormally and to set up vibrations within the vessel ofan exceedinglydangerous nature. With a steamgovernor it is not practical to cut offthe admission of steam entirely, and hence there is a force, which maybe very large at times being applied to the piston of the engine, whichis used almost entirely in giving momentum to the moving parts of themachinery. By my invention it is possible to prevent this racing byproviding that the water-pressure, tending by its decrease to cause it,may set in operation forces which shall act vicariously. These forcesmight be so disposed as to perform a useful work, and this adaptationmay be made the subject of another application.

It is=not my intention by this invention to do away with the use of theordinary method of governing marine engines, but to use this system inconjunction with some form of efficient marine-engine governor. Thecauses of vibrations of steamships are various and may be traced to manydifferent conditions; but in my invention I have only attempted toprovide a means for preventing vibrations caused by the excessive speedof unbalanced rotation of the engine and the parts connected therewith.

WVhat I claim is 1. In a device for preventing racing of marine engines,a float subjected to variation in water-pressure near the propeller,valves controlled by said float governing means for applying aresistance to the rotation of the propeller.

2. In a device for preventing racing of marine engines, a floatsubjected to variation in water pressure near the propeller, meanselectrically controlled by said float for applying a power resistance tothe rotation of the propeller when the normal resistance is decreased.

3. In a device for preventing racing of marine engines, a float operableby variations in pressure near the propeller for controlling theapplication of resistance to the rotation of the propeller, whichresistance shall be independent of the power of the float.

4. In a device for preventing racing of marine engines, a float operableby variations in pressure near the propeller for controlling theapplication of an adjustable resistanceto the rotation of the propellerwhen the normal resistance is decreased.

5. In a device for preventing racing of marine engines, a floatadjustable in sensitiveness operable by variations in Water-pressurenear the propeller for controlling the application of resistance to therotation of the propeller.

6. In a device for preventing racing of marine engines, an adjustablefloat operable by variations in water-pressure near the propeller forelectrically controlling the application of resistance to the rotationof the pro peller.

7. In a device for preventing racing of ma rine engines,a floatadjustable in position and operable by variation in the water-pressureand by springs, means controllable by the action of said float forapplying resistance to the rotation of the engine-shaft, when theresistance is decreased.

8. A governor for a marine engine comprisin g a brake mechanism for thepropeller-shaft said brake being actuated by a fluid-pressure saidpressure being in turn governed by a float, the'fluid-pressure beingindependent of the power of the float.

9. In a device fol-preventing racing of marine engines, a floatsustained by the pressure of water beneath it, said float controlling byan electrically-operated valve when said pressure is decreased theapplication-jot a power-brake to prevent undue increase in speed of theengine.

10. A governorfor marine engines comprising a propelling means, a float,means for applying resistance to the said propelling means which may beindependent of the power of said float said resistance being controlledby said float.

Signed at New London, Connecticut, this 17th day of December, 1900.

GEORGE WrIiTTLEsEY.

Witnesses: 1

ROBERT R. Go eDoN, J r., CHARLES E. WHITE.

